Carburetor



May 22,1928. 1,670,724

E. W. JONES ET AL CARBURETOR Filed June 18, 1921 Patented May 22, 1928.

UNITED STATES EARL W. JONES, LEE B. JONES, AND ROBERT G. BATTIN, ASSIGNORS TO SUNBEAM ELECTRIC MANUFACTURING OF EVANSVILLE, INDIANA., COMPANY, F EVANSVILLE,

INDIANA, A CORPORATION OF INDIANA.

CABBUBETOB.

Application led June 18, 1821.

Our invention relates to carburetors and it has particular relation to a device of the character designated wherein means are provided for supplying an initial priming supply of tluid to an internal combustion engine upon the starting of the same.

A primary object of our invention is to provide a carburetor which is entirely automatic in action and in which priming wells are automatically refilled when the engine stops whereupon they will be in correct condition to supply the initial fuel to the engine when the same starts.

In carrying out our invention, we provide means whereby a plurality of priming charges may be supplied to the engine in succession and for this reason connect the various priming wells with the supply pipe of the carburetor in such manner that the fuel from one well is supplied at a markedly different rate from that supplied from another well. Moreover, in carrying out our invention we provide a carburetor of a particular structural form, portions thereof being molded in such integral manner that a desirable manufacturing economy is obtained.l Furthermore we provide these integrally formed members with proper conneetible portions so that the carburetor as a whole may be expeditiously and simply assembled. The manner in which we accomplish the above results will be more clearly understood by reference to the accompanying drawings in which Fig. l is a perspective view of a device embodying our invention;

Fig. .2 is a .side vertical. sectional view of our device taken on the lille 2..-2 of Fig. 3;

Fig. 3 is a plan view of a carburetor ernbodying our invention;

Fig. 4 is a vertical sectional view taken on the line 4 4 of Fig. 3; and

Fig. 5 is an enlarged fragmentary sectional view of a portion of Fig. 4.

Our carburetor consists of a main fuel receiving chamber having an ordinary float valve 11 positioned therein to control the flow of fuel thereto. the latter entering at 12. The top of the bowl' 10 is closed by a cover 13 which is held in position in what we consider a novel manner by a spring fastening 14 which is so positioned that it biases against the interior of an annular wall 15 of the bowl 10 and thereby holds the Serial N0. 478,687.

cover 13 rigidly in place. tion 1la of the valve stem projects through the cover 13 and thus, by the length project ing,l indicates the level of fuel within the A side portion 16 is formed integrally with the bowl 10 and has a right-angle passage la' folmed therein, the bowl end of the passage being closed by a needle valve 18 which, it will be observed from Fig. 3, is also secured in position by the end of the spring 14. 'I'he portion 16 is finished smooth at its upper side and is adapted to receive and be secured to a Venturi tube portion 19 of the carburetor.

The upper por- Reference to Fig. 2 will show the manner in which the two portions are secured together by screws 20:ZU.

The portion 19 includes a Venturi tube .'l which has a restricted portion 22 into which a passage 23 feeds the fuel and wherein the same is vaporized and mixed with the air drawn from the left hand side of the tube, as shown. The right hand end of the tube is flanged as at :2-1 and is adapted to be connected to an engine which is supplied through the carburetor, whereas the other end of the tube may receive any desired air intake pipe. Between the restricted portion 22 and the engine supply end 21 a butterfly valve 25 is ositioned, the same being controlled by tlie oscillation of a rod 2o', this latter being governed, as desired. A small hole 26* is bored in the valve to preclude the same from becoming completely closed and the fuel supply failing.

nozzle 2T is positioned in the portion lt and extends upwardly into the passage 23.

Cast integrally with the structure 19 are a plurality of priming wells '28 and :29. the same being connected to a passage 30 by openings 31 and 32, respectively. 1t will be secu that the passage 30 opens into the passage 23 somewhat below the mouth of the nozzle Q7. Moreover, it will be seen that the openings 31 and 32 are considerably different in diameter, the larger openinv being associated with the smaller well, and therefore any fluid which might be contained in the wells `28 and 29 will feed therefrom into the passage 30 at greatly varying rates.

In Fig. 5, we have illustrated means whicf we may employ to govern the rate of fuel supply from the priming wells. These comprise a plurality' of valves. as shown. a needle valve 3U cooperating withthe passage 30 whereby the entire priming charge may be varied, and valves 3l and 32 cooperating with parts 3l and 32 respectively to govern the tlow of the individual priming charges. By this arrangement the utmost flexibility' of control is afforded and the priming charges may be adjusted to take care of any particular situation. We have shown the valves in diagrammatic forni only since any one of a number of different types may be used to effect the above described control.

Moreover, it will be seen from the foregoing description that there is a double atomization of the fuel by reason of its passage first through the nozzle "27 and then through passage :23 and port 23, the latter two forming another nozzle.

Having now described one embodiment of our invention, the operation thereof is as follows:

Upon the stopping of the engine, fuel flows through the passage 17 up through the nozzle 2T and fills the wells 28 and 29 to a level which is predetermined by the float 1l. lVhen thereafter the first suction stroke is made by the engine when the same is again started, the fuel will flow rapidly out of the well 29 by reason of the relatively large opening 32 and will be fed directly to the engine whereby a satisfactory priming charge will be obtained. Thereafter, but at a slower rate, the fuel from the well 28 will feed through the opening 31 and the passage 30 and into the engine, constitutin thereby a follow-up priming char e whic ensures the satisfactory starting o the engine prior to the normal operation of the main carburetor. It is to be understood that, while the main carburetor furnishes some fuel during starting, not enough is supplied for the abnormal demand without utilizing the priming wells.

From the above description of the operation of our invention it will be seen that means are provided for initially supplying, when the engine is started, such a fuel charge as is necessary under the abnormal condition incident to starting and that, because of the manner in which the extra fuel is fed through the ports 31 and 32 from the wells 28 and 29, the strength of the charge is gradually decreased as `the engine ap roaches normal operation. this gradually ecreasing additional fuel charge ceasing at the time when the engine is running normally. It should be noted, however, that the provision of a plurality of priming wells, from which the fuel is drawn while starting. contributes to another decided advantage in the operation of gas engines. It is a well known fact that under running conditions an additional supply of air should be provided for. However, such a provision has heretofore required the use of rather intricate governing and control devices and the same has not, therefore, been used as much as it would otherwise have been.

'ith our invention, however, this additional supply of air is arranged for in an entirely automatic manner. After all of the fuel has been drawn from the priming wells, that is to say, when the engine is operating under substantially normal conditions, an additional supply of air will be drawn through these ports and carried along into the engine cylinder. In this connection it will be observed that, because of the particular positioning of the nozzle 2T and the supply passage 30, a double atomization is obtained and, therefore, all the benefits incident to this last method of operation are realized.

lVhile we have described but one embodiment of our invention it is obvious that many modifications therein may occur to those skilled in the art and we desire, therefore, that the same be limited only by the showing of the prior art and by the scope of the appended claims.

Having thus described our invention, what we claim as new and desire to secure by Letters Patent is:

l. A carburetor comprising a main fuel chamber, having an abuttin connectible portion and an opening from t e interior of said chamber to the exterior of said connecting portion, an intevrally formed element comprising a suppl tube having an opening extending from t e exterior of said element to said tube and auxiliary wells adapted to contain priming charges, said wells being connected with said o enin and means securing said integrallyorme element to said main chamber whereby the openings in the two structures are connected.

Q. A carburetor comprising a main fuel chamber structure having an abutting connectible portion formed integrally therewith. an opening extending from the interior of. said chamber to the exterior of said abutting portion, an integrally formed element comprising a supply tube, a priming well, and an abutting portion adapted to register with said chamber abutting portion, an opening extending from said tube to the exterior of said abutting portion, and vaporizing means situated in said chamber o ning and having a portion thereof exten ing into said integral-element opening.

3. A carburetor comprising a main fuel chamber structure having an abutting connectible portion formed integrally therewith, an opening extending from the interior of said chamber to the exterior of said abutting portion, a vaporizing nozzle seated in the outer end of said opening and extending beyond said abutting portion, and an integrally formed element comprising a supply tube,

a, priming well, and an abuttin connectible portion adapted to register wit said chamber abutting portion.

4. A carburetor comprising a main fuel chamber structure having an abutting connectible portion formed integrally therewith an opening extending from the interior of said chamber to the exterior of said abutting portion, a nozzle having a reduced end portion seated in the outer end of said opening and projecting beyond said abutting portion, an integrally formed element comprising a supply tube, a priming well structure, and an abutting portion, an opening extending from the latter to said tube and a passage extending from said well to said opening, and means for so securing the last nzuued element and the chamber together at their abuttin r portions that the projectin portion of sai nozzle extends u into sa' last-named opening and the fuel rom said priming well debouches about said restricted portion.

In witness whereof, we have hereunto subscribed our names.

EARL lV. JONES. LEE B. JONES. ROBERT G. BATTIN. 

